Railway switch controlling apparatus



May 12, 1953 H. c. VAN TAssEl. l

RAILWAY SWITCH CONTROLLING APPARATUS Filed Oct. 14, 1950 INVENToR.

6i I/cmTassel BY i HIS ATTHVEY' Patented May 12, 19543 RAILWAY SWITCH CONTROLLING APPARATUS Harry C. Van Tassel, Edgewood, Pa., assignor to Westinghouse Air Brake Company, a corporation of Pennsylvania Application October 14, 1950, Serial No. 190,182

(Cl. 24S-219) 8 Claims.

My invention relates to apparatus for the control of a railway track switch, and more particularly to apparatus for enabling a track switch to be operated by power by remote control under emergency conditions, such as when a detector track relay, the release of which is normally relied upon to prevent the operation of the switch under a train, is released due to a fault.

Emergency release means are known, as shown for example in Letters Patent of the United States No. 2,368,766, issued February 6, 1945, to Ronald A. McCann, for Railway Traffic Controlling Apparatus, in which the manipulation of an emergency lever or push button by an operator in a control tower sets a time element device into operation which after a suitable time interval enables the switch to be operated at least once even though the controlling track relay is released. Usually the control machine is close enough to any switch in the controlled territory to enable the operator, by looking at the tracks, to assure himself that there is no train in the switch section at the time the emergency operation isfto be made. In addition, the emergency operation is conventionally protected by approach locking relays which are energized only when all of the signals which govern train movements over the switch are kproperly at stop, and these relays must be energized to permit the switch to be operated under the emergency condition referred to the same as in the normal operation of the system.

The principal object of my invention is to provide apparatus of this general character which includes additional safeguards, enabling the emergency operation of a switch to be eiected safely andeconomically by remote control, when the control machine .is such a distance from the switch, several miles for example, that the condition of the tracks cannot be observed by the operator. For this purpose I provide a form of dual control by which the continued pressing of a button or key at the switch location is necessary, to enable the control operator to initiate the emergency control and to operate the switch thereby, this key being held closed by a trainman or other employee who is in a position to see whether or not it is proper to move the switch. A further novel feature of my invention is the provision of a communication circuit of the coded typeA lfor the remote control of the'timek element device by the operator, which functions in such a manner that a release of the locking can be obtained .only in the absence of crosses or foreign current in the circuit connection of the tower 2 with the switch location. This is'of importance from the standpoint of cost in view of the distances involved, since otherwise a more expensive construction would be needed in order yto properly protect this circuit from the effects of line circuit faults. I

The mode operation of the emergency apparatus of my invention is briefly as follows; The operator at the control office, desiring to change the position of the track switch at a time when, for example, the continued lighting of a track occupancy lamp on his track diagram indicates a track circuit failure, will instruct an employee at the switch location, by telephone or otherwise, to close the emergency key if he observes that the switch section is not occupied, and to hold the'key closed until the switch responds. operator also places the switch lever for the switch in the position designating the direction he wishes the switch to move, and then transmits a series of impulses over the communication circuit above referred to, by the repeated'operation of an emergency push button associated with the switch lever.

. After the reception of a predetermined number of impulses at the switch location, suchv as fifteen, for example, while the emergency key is held closed, a time element device closes contacts which bridge those controlled by the` track relay, thus energizing a switch locking relay and thereby enabling the switch to assume the position designated by its switch lever.

A switch correspondence relay becomes, energized when the switch assumes its new position, and this relay releases the time element device, thereby placing the switch locking relay again under the control of the track relay.

The apparatus is thus so arranged that the closing of the key at the switch location ceases to be effective when the switch arrives at its new position, each operation of the emergency apparatus being eiTective for only one change in the position of the switch.

The apparatus of my invention is particularly adapted, but not limited, to use with interlocking systems of the route control type, suchv as is shown, for example, in Letters Patent of the United States No. 2,301,297, issued November. l0, 1942, to Lloyd V. Lewis, for Railway Traic Controlling Apparatus. InA such systems, aswell as 1n others not employing the route principle. of control, it is the practice to prov-ide a system of cascade connected directional route locking relaysl such as the relays ES and WSl shown in Fig. 1F of this Lewis patent, for the control of The` the switch locking. These relays are governed by the approach locking relays and arranged to unlock each switch of a route to enable it to be operated as soon as the corresponding detector section is vacated by a train. Each directional route relay is governed by the detector track relay for the egrresnonding `eection and so will fail to, pick up the event the track relay remains released diie to a fault. In this case the failure of the track relay in one section may prevent the operation of a switch in another section.

This diiculty is overcome in accordance with my invention by arranging the circuits in such a manner as to enable a switch te be operated by the emergency apparatus in the event a rorrte relay which controls the switch is released, but only if the approach locking relay which governs such route relay is properly energied.

I shall describe one form or apparatus embedy. ing my invention, and shall then point out the novel. ieatufesiheree in claims- "`I.'I,1ihl" g1rfriaeyiiis drawing. e. track plan. is. Shyrf'whih reblesenis. e typical portion QI?. en it'erlockedtrack layout comprising a detector feds te IT. haring therein a rover @grated Israeli' switch W, an 'adjoining trackY section and three signals 4R, 2R andZL for governing the m'o'fernent'oftraine over the switch.. Each track sectionis provided with av detector track 4circuit havin a" track battery TB and a normally energiz'edmtrack rel-,ayITll or STR, and each signal 'o'rrtrelsk an approach locking relay ISRAS, ZRAS or "ELLAS, which, as'indicated diagrammatically by a dott'edl-ine 'connection to a circuit controllerv aldjacent'the 'symbol'. for the associated signal, ilsr'ier'gizfed'only when the signal is properly at stopg. These' relays'may be governedlike the relays AS" in Fig'. vll'orf-'theLewis patentl referred to. 'It i's'to be assumed that the track switch and signals shown'are controllable from aV distant pcint','designatedras ther Oflice on the drawing,l by al route 4control system of the type shown in thisLewisy patent--` In the normal operation of;

the system, 'the yswitch W` is governedk by) route selector relays NR and RR as inrFig. 2C ofkthis patent, andfmder emergency conditions by an individual switch lever SW-'corresponding toy lever IlWofvthe patent.

As shown herein, the switch is governed by normalY and reverse switch control relays NWR'* and/,RTVIIR` controlled from the office over the line wires.. I0and I-I insuch manner that they reflect the positions of relays NR and RRor oilever SW.

Thfrelays NWR/ and RWE/ are ofl theV biased` neutraltype, andrespond likean ordinary neutraL relay to current which flows in` a particular d ir'ctionf as indicated by any arrow, but are nonu 'eSROI-lie t0 WITCPPQWHQ in the QDpOSPe direction'. Relay NW l R is picked upeither when relay NR, is energized .or whenlever SW is nun/.edi

tothe lef-t,Y fer operating the switch from reverse tonorm-al, b ycurrentwhich ilows fr omthe posif tive terminal BI of the oce battery over linel I9. and returns overl line II to the. center battery terminalC. RelayRWR is ,picked up either whenY relayRRis energized or when lever SW is .moved tetheright'te reverse the switch by current which Y flows from terminal C over line Il and returns over line IIJ tothe negative terminal of the` Qi battery A localwbattery. havingV terminals designated B- and -N,l respectively,l isprovided for: energizing the 'i'farioi'rs local circuits at vthe switch location.

which is arranged to be energized to move the switch to its normal or reverse position by the operation of a normal or reverse switch operating relay NWS or RWS, and the latter, jointly with a circuit controller, actuated by the switch machine, control normal and reverse switch correspondence relays, NWC and RWC,v which like those shown in Eig. 1F of the Lewis patent, indcate when the switch occupies the position designated by the switch operating relays.

Relays NWS and RWS are controllable by relays Nl/TZRl and RWR only under proper traffic conditions as reflected by a switch locking relay LS which is like those shown in Figs. 1C and 2C 0.1" this. patent.-

typic-al of,- the directional route locking above referred to, a directional route relay IES is shown herein having a pickup circuit which may be traced from terminal B over contacts a, of relays dRAS and 2RAS in series, and thence over contacts a, of relays 3TR and NWC in parallel, and over contacta of relay ITR through relay IES toterminal N. Relay IES is normally held energized over a stick circuit which includes the contacts `a of relays d'RAS, 2RAS,l and IESV only.

The switch locking relay LS has a pickup circuitl which may be traced from terminal B atA theI normally closed contact of an emergency key- EPB over front contacts b or relays I ES, ITR, and; 2LAS through relay LS to terminal N over back contacts la of relays RWE and NWB.. The

last mentioned contacts` are closed only when lever SW is in its center position and relaysA NR and R-R are deenergiaed, as shown, and when relay LS picks up, are bridged by its front contact cto `corn-plete a stick circuit for relay LS;

The apparatus` so faru described is typicalof" that conventionally provided in systems of` thisy character. The additional apparatus which is required to apply my invention to the system comprises the time element device TER shown at they right, the emergency key EPB at the switchlocation, and the emergency button EB at the cnice. An 'additional line wire I2 is also shown,

but this, is not always needed, and-optionally thel circuit controlledY by buttonv EBl may be superimtrolledAb-y two separate'magnets, a drive magnet DM', anda control magnet CM;

This device is essentially an impulse counter comprising a-{shaft 26 adapted to rotate in suitableYbea-rings, not shown, hav-ingsolidly mounted-l thereon a ratchetwheel 4I and a pi11ion-43- Also mounted'on shaft 26,- but'ireely rotatable thereon, there is a gravity biased contact arm F, and

vtached a gear wheel 44- and a pinion 49: The

gear wheel 44j meshes with the pinion 43 attached, to the ratchet wheeL, and the, pinion. 49;' meshes withthe gear Wheel Ellattached'to the` Clutch Wheel'.

, e When `thecluthismfree, the, eiect ofv gravity,

. is to rotate the assembly as a whole counterclockwise to the normal position shown, this being indicated by the closing of a check contact D connected to the contact arm F.

When rthe drive magnet DM is periodically energized, a pawl 39 attached to its armature drives the ratchet wheel 4I and pinion 43 step by'step in the counterclockwise direction, and if the clutch is free, the gearing rotates the clutch wheel 5I counterclockwise at reduced speed, arm F remaining in its normal position.

If the control magnet` CM is energized, a brake shoe 52 attached to its armature presses against theclutch wheel 5I and prevents its rotation, and in this case the step by step rotation of the ratchet wheel acting through the gearing causes member F to rotate clockwise on shaft 26. f

Attached to the arm F is a segment 60 which may be adjusted to close two contacts I4 and I5 connected thereto after a selected number of operations of the drive magnet DM and to also open a contact I3 which, as shown, is included in the circuit for the drive magnet and serves to prevent its further operation.

Arm F and the adjustable segment 60 are held in any position to which they are moved by magnet DMl as long as magnet CM remains energized for the reason that, when the clutch wheel is held stationary, the counterclockwise rotation of arm Fis possible only if the ratchet wheel rotates in the clockwise direction, and this is prevented by the action of a holding pawl 42.

This device may be operated by supplying impulses to magnet DM which are generated by a pendulum relay or the like so that they recur at a predetermined fixed rate, but for its application to my invention it is simpler and equally effective to supply the impulses manually by the repeated operation of the push button EB.

Essentially, this device is used herein as a code responsive device or selector and my invention is not limited to this particular device but may alternatively employ a selector of a different type, such as one selectively responsive to impulses arranged in some distinctive code pattern or arranged in groups corresponding to the digits of a number, for example.

I shall now describe the operation of the systme under different assumed conditions, assuming rst that switch W has been reversed, in which case relays NWS and NWC are released and relays RWS and RWC are picked up, and that signal 4R has been cleared, thereby releasing in turn relays 4RAS, IES, and LS. The release of relay LS, by opening its contacts b and c in the circuits for the switch operating relays, locks switch W in its last operated position, which in this case is the reverse position. When a train governed by signal 4R enters section 3T, the signal returns automatically to stop and relay IIRAS is reenergized, as explained in the hereinbefore mentioned Lewis patent. Contact a-of relay NWC being open, relay IES is held released after relay 4RAS picks up, first by relay 3TR, and then by relay ITR, and so picks up only when the train vacates section IT. p

' Assuming next that switch W has been restored to normal, relays NWS and NWC being energized and relays RWS and RWC released, and that signal 2R has been cleared, thereby releasing relay 2RAS. In this case, relays IES and LS are released by relay ZRAS, and maintained released while section IT is occupied by relay II'R.' Contact a of `prevents the control' of relay IESUbyHrela'y STR.

relay NWC is now closed and When signal 2L is cleared for an opposing train movement over switch W normal or reverse, relay IES remains energizedand relay LS is held released, until the signalis put to stop and section IT is vacated, by relays ZLAS and IT.

It will be seen that in each case a failure of the detector track relay ITR to pick up will prevent the operation of the switch by opening its contact b in the circuit for relay LS, and that this circuit will be open at contact b of relay IES in the event of a fault in the circuit for that relay, or if relay 3TR fails to pick up following a train movement over the route governed by signal 4R.

Assuming that the operator desires to operate switch W from normal to reverse at a time when relay LS is deenergized due to the release of relay ITR or IES, he will move the switch lever to its right-hand position and thereby energize relay RWR, which, by closing its front contacts b and c will prepare circuits for the reverse switch operating relay RWS and for magnet CM of the device TER.

Under this condition relay RWC stands released, and with relay RWR energized, the pressing of the emergency key EPB at the switch location completes a circuit from terminal B over its normally open contact and the front contacts c of the approach locking relays ZLAS, ZRAS, and 4RAS, thence over contacts b of relays RWR and RWC through magnet CM to terminal N at the normally closed check contact D. Magnet CM then picks up and presses the brake shoe 52 againstrwheel 5I to prevent its rotation, closes its contact a in order to maintain its circuit closed after contact D opens, and closes its contact b to prepare the circuit for magnet DM.

The operator now presses the emergency button repeatedly each time completing a circuit from the oiiice battery terminal BI over back contacts of the route selector relays NR and RR, the contact of button EB, line wire I2, the winding of magnet DM, contact b of magnet CM, contact I3 and line wire II to terminal C of the o'ice battery. After the specified number of operations of magnet DM, fifteen, for example, contacts I4 and I5 close and contact I3 opens. Contact I4 connects terminal B to one terminal of relay LS over contact b of relay 2LAS, bridging the open contact b of relay ITR or IES, and contact I5 connects terminal N to the other terminal of relay LS, bridging the back contacts a, of relays NWR and RWR, contact a of relay RWR now being open. Relay LS therefore picks up and completes the pickup circuit for relay RWS, which assumes its energized position and by opening its back contact b, releases relay NWS, which in turn releases relay NWC and completes a holding circuit for relay RWS.

The closing of contacts d, and e of relay RWS completes a circuit for motor M to operate the switch to reverse, and then relay RWC picks up over a circuit closed by the `switch machine in the reverse position which includes contact c of relay RWS.' y

The opening of back contact b` of relay RWC opens the circuit for magnet CM which becomes deenergized to release the clutch and permit the contact arm F to return to its normal position and to close contact D.

Switch W may be restored to its normal position, as shown, by a similar sequence of operations. The movement of lever-,SW to its lefthand' position energizes the normal switch con- 'trol relay NWR, contact bofwhich prepares a circuit for magnet CM which is opened at con*- casato? tact 1b of .relay when the Switch @5.533988 the normal position.

`Itwi1lbe 4vseen that etheposition of the einergency key .is checked by including Vits ,normally closed Contact .in lthe cilClit by Wlllh .relay is energized in normal operation, and .since the circuit controlled by bu'tton inclncles hack contacts of relays .NR end jRR, the emlgly operation of vthe .switch `cannot 'be `effected joy route control, .but requires 'the use of the indi.,- vidual switch 'lever SSW.

.'Itf is to be V ixndjersto oi'that v the relay [E S, may be one of a c'hainfof route relays connected as shown in Fig. 11F of theLewis patent or otherwise to conform to the route established over switch 'W, and vthat when [the routes vinclude additional switches atthegrightca.corresponding relay designated lWS wo,uld^be provi'giedhaying affront contact in' the circuitfor relay in'that case "the circuit -'for magnet `"GM would include a fronticontactj of. eachapproach lociing relay which controls the'rela'y I WSas well as o 'f those which control lrelay iES, as shown. f lyl'y invention therefore '.enalolesi the .emergency ,onoration ofthe switchltolbe eifectedin-the event of the ffailure. of .theltrackyrly or 1 '.o i ite ijelaymr any `,section r of the established rentenver the switch, .and not .merllthose 'gior the section which includes the switch.

Although'l havehereingshownand described only one form .of apparatus embodyinginy invention, itl is v un' derstoold :that various changes and=-modificationsg may Lbe., made therein lwitlriin thescope..of.the pendedclaimswithout departf ing.. fromthe., spii;it iandfscope ..of rnyin'-Jention.

Havingtthuscdescrihed j-rny, invention, A what I claim-is:

, 1. =In a systemfon ccm-trolling` a ra1\it{ay-.- traok switch .-f-romfa remote; point, said. sys-tern -ha ing signa-1s fion; governing the movement 4of tranc over -the-:ytrackcwhioh includes the switch and having. one orfmoretrajck relay-s the energization ofiwhioh indicates ,that said track is notoccnpied by a train,- saidirsystemialso-having Switch oporu ating fmeans controllable from s a id remote point when fsaidsignals. areA at stop tto change the tion f. ofifitlie,- switmsaid operanti rlg` means. normally-:controllable o1i1y -afterold nook. ay or. :relays become-energized :f oliowingfrhe movement `.oit a \-\1t1-ain:.ovor'.the switch; emorgenoy ,apparatus fora,enabling` said -switch; ope ting means ,to.; @beactuaatedg irrespective of the condition r of 1 thecftrack rfrelays, oomprising a switch 'lever andamemergency hutton atgsaid 1 mote point, a vrcoderesponsive f selector at the; switch locationhav-ingaa .drivegzmagnet a controlfmagnet, andlcontactsswhichwmove -fromi a. nQrmaLfat rest position-Ito, a;closed position when;v he control magnet isenereized and.` a codo senaiisfsuepled to thedrivezfmaenet, 1an-emergency key.;- .at the switch*locationgfal circuito-for energizing o ici control maenetrwhichts' closed wholl-.soidfniorer-mcyy keyt-iseoporated; *prot/idool Sold signals .are at stop but only if said switch lever ndj the Vtrack switchtareninffnoncorresponding. positions, `a -ci-rcuit controllable byl.said emergency button yeffectiye1 ori1ysog.1ong lasyfsaid ,control ,.megnetfis nia'ritained -,..-energized hy, the operation of; -fsaid emergency key for supplying. a ,code. signalto said. drive magnet, andmeans oontrollodhyithe contacts. yof..said.` selector for actuating said switch y oper-ating. ,means whensaid `code signal yis .illyreceived,...to thereby ,cause the .sw itch to assume. a. po's'itiomcorrespondingto. thatgof said switch* lever.

dition of saicltrack relayer relays but only'if the .signals .which govern' .tratto movoliioots' .otr theswitohareot s top.

3- @meteorito Switohooetrolline oopofotlloof thotrpo rooitol molten ,Lin wljliol tlio Ioiroult for the Control maenotinolodosfo oho'oklll vtontact closedby theselectoronly in itsfnorinalat restpositioo. and o Contact .ooteeotod' in, milltiolo therewith whichis closed by they oontrol'nagnet in its` onoreizodioooition! 4. Emergency switch controlling apparatus of thetyioo recited .in Claim ,.1 in which the ,Selector isoootablo Storo lor stop f lomits' noro'alat toot position by the repeatedwovpe'ration of said el ergncy button and arrives at Aits `c irctiit c lh ing Position. otor o ofoootormilod otoloorofo rotiooeof Saiflo-moreonorloi1tton ,ioroviolod ths'. ooour. .while vthe omofeonoyflov otftho '.Sw'itoh loootionis colonos-ed! .tain apparatus fof tho remoto oontlolof a tower ooototooltrook Switch .loootod info -doto'otor sectionlof railway track having al normallyv energized. tlooltfoloy for @edito-titane. ooditoi of occupanti/.of .Sold- .Sootioa Signals'. Ioffeovillng tljiegnovernent of traffic thr ug'h'saicl sec'tioapproa-oh looking relays which when'- e11erg'i-zed.A insliooto;thotttosignols are atl Stop ,ahdf'tltoit it 1S Proofer to operato the switohrttloo .th .took folto is .olooeooreizoft ,Said Switch ,hai/leedveratieg .moans normally controllable frora r'e" oto Point only when solo aoioroooh-looliineoloys traok roloy oro energized. .forforflolollfia t tionoftho twitch .to boohoeodrthoooin on ofztlloioroeoioe. with, foaloreoaoymooe for rotiflorloo Seid. owitoh. ooorotioelloorls. .Contollfoblo from said remote point when saidv` track relay :is

released comprising,` a' tirivie eulement'jiev'ice vhaving a lrive inagnet, arcontro "Magnet, and'contacts which move fromV anrrnalatrestposition to o. olosod position when;a'prodotemrifluibor of .impulsos are oppliodto' solo tivo mt'gt, .only iooid ,ooetrolmoenot io, onogi.`zled,.n.ori gotti lioyottho owtohoootiol ol llteo'oy bnttonat sairi remote poin cil cuit contro ale ,brsoid louttoufor Supplying .ltitpilsstosid drive maghetto A eriahlesaid contactsto be closetiby IIQIIlQle Control when said controlinalgne aired, a oiloouit.illtlilollee the oontact's'fo'f ser eloltlorlt doi/,loo for toooloring'isalo .-witol'bi 1 g means controllable .from said'. remote irrespective of the condition or said ltrack* relay, provided saciapproach lockingrelaysv are ,energized, and piclriin and stick; cirrcits ,for aicoritrolmagnet closed onlywhesaidelie e'A .fl'; is held closed .and saidI approach locking re."y are energized said pickupfcircuitl incl A' L' 4' I tact closedv onlywhen' sai ,isirisaicl normal ot-liost `.looisift'oIL 6. In remote control 'itatuslhavingwemergllyllleaiis for controlling Aaltiael'i.I vwit Hassociatedherejwithwas recited- `in,clirn. 5d 'inwA Hit-:fh the; niergency means is arrangis tha ii'cintforjhe controlmagiet A j' operation.othoswtoli Whori t tion. designated. by .thofstitt opera n vigigli-@FSI whereby the time element device is returned to its normal at rest position as soon as the switch operation initiated thereby is completed.

7. In apparatus for the remote control of a power operated track switch located in a detector section of railway track having a normally energized track relay for indicating the condition of occupancy of said section, signals for governing the movement of traffic through said section, approach locking relays which when energized indicate that the signals are at stop and that it is proper to o-perate the switch provided the track relay is also energized, said switch having operating means normally controllable from a remote point only when said approach locking relays and track relay are energized, for enabling the position of the switch to be changed; the combination of the foregoing with emergency means for rendering said switch operating means controllable from said remote point when said track relay is released comprising a control magnet, a drive magnet, and a step by step device operable from a normal at rest position to a circuitclosing position in response to a predetermined number of operations of said drive magnet provided they occur when the control magnet is energized, a circuit for said control magnet including a manually operable key at the switch location and contacts closed only when said approach locking relays are energized, a circuit for said drive magnet including a manually operable contact at said remote point, and means controlled by said device when it assumes its circuit-closing position in response to a predetermined number of operations of said manually operable contact for enabling said switch operating means to be controlled from said remote point irrespective of the condition of said track relay.

8. In combination with a detector section of railway track including a power operated track switch, a normally energized track relay for indicating the condition of occupancy of said section, signals for governing the movement of traic through said section, approach locking relays which when energized indicate that the signals are at sto-p and that it is proper to operate the switch provided the track relay is also energized, a normally energized switch locking relay which normally reects the energized condition of said approach locking relays and of said track relay, a manually operable switch lever at a remote point, switch operating means controllable by said switch lever only when said switch locking relay is energized to enable the position of the switch to be changed; emergency means for rendering said switch operating means controllable by said lever comprising a time element device having a drive magnet, a control magnet, and contacts which move from a normal position to a closed position when the control magnet is energized and a predetermined number of impulses aare supplied to the drive magnet, means controlled by the` contacts of said time element device when operated for energizing said switch locking relay provided only said approach locking relays are energized, means for maintaining said control magnet energized to render said time element device effective comprising an emergency key at the switch location, means for operating said drive magnet comprising an emergency button at the location of said lever, and means for initially energizing said control magnet eiective only if the contacts of said time element device are 1n their normal position when said emergency key is closed.

HARRY C. VAN TASSEL.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,895,422 Phinney Jan. 24, 1933 1,926,594 McCann Sept. 12, 1933 2,279,117 Fisher Apr` 7, 1942 2,368,766 McCann Feb. 6, 1945 2,391,976 Jacobus Jan. 1, 1946 

